Attachment J-1o Palm Springs ATCT PPD Sample.pdf

February 20, 2009

Palm Springs Airport Palm Springs, California

Federal Aviation Administration Western Pacific Region P.O. Box 92007 Los Angeles, CA 90009-2007

REPLACE AIRPORT

TRAFFIC CONTROL

TOWER AND ESTABLISH

BASE BUILDING

PROJECT PLANNING DOCUMENT

PROJECT PLANNING DOCUMENT (PPD) FOR

REPLACE AIRPORT TRAFFIC CONTROL TOWER

AND

ESTABLISH BASE BUILDING AT PALM SPRINGS AIRPORT

PALM SPRINGS, CALIFORNIA

Prepared by:

LEO A DALY

Omaha, Nebraska

February 20, 2009

PPD Signatures/Approval

Gary A. Leu, PSP Air Traffic Manager, 760.327.1546

Steve Barrera, PSP System Support Center Manager, 760.327.4834

Jon Ikeda AJV-W3 Program Implementation Manager, 425.203.4714

Kent Freeman, ATW-W11C Terminal Engineering Center Manager, 310.725.7642

Lulu G. Smith, AJT-15, Facilities Designee, 202.385.8622

Elizabeth Wagner, AJW-W11C, Service Area Project Engineer, 310.725.7426

Scott Earl, AJW-W11C, Service Area System Engineer, 310.725.6599

TABLE OF CONTENTS

Section Page

1. Introduction 1

2. Civil Design Basis 2

3. Architectural Design Basis 3

4. Structural Design Basis 5

5. Mechanical Design Basis 7

6. Electrical Design Basis 10

7. Project Schedule and Cost Estimate 13

Exhibits

A. Architectural Rendering

B. Airport Layout Plan

C. Preliminary Design Drawings

Appendix

A. Color Board

B. Cost Estimate

C. Review Comments

D. Mechanical Design Data (This data is bound in a separate volume.)

INTRODUCTION

Summary of Work

• This Project Planning Document (PPD) sets the requirements for the project that includes design of a replacement airport traffic control tower (ATCT) and administrative base building for Palm Springs International Airport (PSP), Palm Springs, California.

• The design shall be site adaptations of two FAA standard designs: the low activity level tower with 395 square foot control cab and 7,000 square foot administrative base building.

ATCT Siting

The Final Report of the Site Survey for the replacement tower is dated March 2008. The recommended site is adjacent to the existing, operational tower. The study location is latitude 334937.05N, longitude 1163031.03W.

• Ground level at that location is 424 feet AMSL, and the tower floor level was decided at 127 feet above ground level. The existing tower is 49 feet to the cab floor so the new tower will look over the old.

Lease Agreement

• The existing site is in the AOA on property leased from the airport.

• The lease will be modified to include the land area required to contain the new and existing facility.

Access to the Site

• FAA employees enter the AOA to park their vehicles on the AOA to go to work in the tower and base building. That arrangement will continue in the future.

• Contractor and all personnel working at the construction site will also be granted access to traverse the AOA to enter a fenced construction site.

Control Cab Simulation

• AFTIL completed cab simulation studies as was reported in the Site Survey. To use a 395 square foot, 10-sided standard cab with a four-column structured was determined on the basis of the AFTIL simulation.

Proposed PSP Control Cab (no scale)

Terminal Personnel

TERMINAL PERSONNEL

FUNCTION

Final Validated (ATO-T Workforce

Planning to complete)

Max shift count

New ATCT Staffing

Air Traffic Manager 1 1

Operations Supervisor 1 1

Terminal Control Specialist 8 12

Administrative Assistant 1 1

Terminal Personnel Total 11 15

Technical Operations Personnel

TECHNICAL OPERATIONS PERSONNEL

FUNCTION

Final Validated (ATO-T Workforce

Planning to complete)

Max shift count

New ATCT Staffing

Tech Ops SSC Manager 1 1

Administrative Coordinator 1 1

On Site ATSS 9 9

Tech Ops Total 11 11

Administrative Base Building

• The tower will be functionally supported by an FAA standard Administrative Base Building.

• The standard building plan approved for PSP is the 7,000 square foot standard.

• This proposal includes recommended modifications to allow the position of the tower and the base building on a restrictive site amid aprons and taxiways in the AOA. (See Exhibit B, Sheet A111 for the proposed plan modifications.)

Physical Security

• The threat level assigned to the facility at Palm Springs International Airport is Security Level 2.

• The facility is to be located within the Airport Operations Area (AOA).

• The facility will not be fenced, but a barrier wall for protecting automobiles and service trucks from debris propelled by aircraft engine run-ups will be provided.

• Compliance to FAA Order 1600.6C, Physical Security Management Program, at this small site will require special studies for hardening the building for protecting the inhabitants from blasts. The site layout will be studied to assess the degree of structural hardening to be employed.

• The facility will always be locked. Access to the building will be controlled with electronic latch release systems and keys.

In addition, access to the control cab will be controlled with an electronic bolt release system.

• Lighting, cameras and closed circuit video, and intercoms will be employed at strategic checkpoints.

Building Green with LEED

• The FAA has determined that this facility will be constructed with materials and criteria similar to those that would qualify it to for LEED Certification.

• Sitework for this project will not reduce planting area.

• Base building walls will be constructed of concrete using high

R-value thermally insulating forms that have both recycled components and are recyclable.

• The optimum mechanical system based on a 25 year life-cycle cost will be used for the facility. The selected mechanical system will incorporate a heat recovery unit to transfer energy from the facility’s exhaust air to the incoming outside air.

• The circulation area of the base building will be day-lighted.

• Domestic water will be heated with solar energy.

• The design will include over 8000 square feet of photovoltaic panels. The panels will be capable of producing over 100 KW at their maximum output.

CIVIL DESIGN BASIS

Site Description

• The site has been selected and the exact location and height of the new ATCT defined by the FAA.

• Access for all traffic is from the west by Camino Bombero.

• All vegetation will be removed.

• A site survey has been prepared and is attached to show existing site utilities, contours, and other conditions. See Sheet C101.

• The site generally slopes gently downward from the northwest to the southeast.

• For cab orientation, please reference proposed PSP Control Cab drawing on Page 1 of this document.

Soils

A Geotechnical Engineering Report has been prepared by Terracon, 16662 Millikan Avenue, Irvine, CA, dated January 22, 2009. The report describes the field exploration and laboratory testing, the site conditions, geologic conditions, and groundwater conditions. The report contains recommendations for structural foundations, for pavements, for earthwork, surface drainage, corrosion considerations and coefficients for seismic design at this site. Five borings were performed to a depth ranging from 11.5 inches to 61.5 inches. The soils generally consisted of poorly graded sand.

Traffic

• Anticipated traffic to this site is passenger vehicles and light trucks, approximately 117 per day.

• A loading bay will be provided for delivery trucks and the occasional tractor-trailer (WB50) unit. The heaviest vehicles visiting the site will be fuel delivery trucks, approximately two per day.

• Covered parking will be provided for 39 stalls with special consideration for appropriate handicapped stalls.

• A six foot concrete wall will be located at the back of the curb for the parking south of the building to protect from jet blasts.

• Accessing the site requires crossing an active taxiway; signing and striping will be implemented to ensure undisturbed use of taxiway.

Present Use and Condition

• The site is currently the existing ATCT and base building site.

It is located within the airport operation area (AOA). All buildings, slabs and other improvements will be demolished after the new facility is commissioned.

• The majority of the site is currently concrete parking for the existing ATCT and base building.

• Currently there is no storm sewer piping because the site naturally slopes, draining to the existing rock infiltration area to the east of the site.

Utility Materials

• No unusual conditions exist requiring special considerations for materials or design of utilities.

• Water services on the site will meet AWWA requirements and local building permit standards.

• The sanitary sewer pipe will be SDR-35 PVC pipe and the connection will meet the City of Palm Springs requirements.

Existing Services

• Demands made by the project on existing facilities serving the property are relatively small.

• Utilities will be provided to serve both facilities since they will both be operational for a period of time to allow the new occupied facility to be fit out with all new equipment.

Treatment of Effluents

Only domestic sewage will be discharged to the public sanitary sewer.

Onsite treatment is not required.

Storm Water Management

There is no storm drainage system to the site; the site drains to the existing rock infiltration area to the east of the site. Palm Springs has minimal annual precipitation of about 5.8 inches, which is mostly through the winter months. The usual method of managing storm water is to allow it to be absorbed locally or to run off the site.

Contractor Facilities

The site is large enough for the contractor to undertake normal construction operations without having to use adjacent areas. During the construction process the site will be fenced in by chain link with privacy screening fabric. The contractor will work with airport officials to make arrangements for an offsite staging area and for storage of materials and equipment. Options will be covered in later submittals.

ARCHITECTURAL DESIGN BASIS

Site Adaptation

The FAA maintains on its knowledge sharing network (KSN) a series of drawings that describe various sizes of towers and TRACONS and administrative base buildings. The towers are all precast concrete for the supporting, unoccupied shafts. The occupied levels are steel framing or precast concrete with light framing and gypsum wall board partitions. The structural, and MEP disciplines as well as architectural details are suggested but not designed. The base buildings are an effort to standardize general functional layouts of the typical base building activities. Allowances are made for varying staffing levels during this PPD design concept stage. The standards that serve as the basis of architectural design for Palm Springs Tower are the low activity level tower with 395 square foot cab, 4 column option and the 7,000 square foot administrative base building. The drawings are series WASD-D-LAL ATCT- and WASD-D-7ATBM-.

ATCT Design

LEO A DALY has designed towers based on designs that preceded the current 2006 version of the standard tower. Improvements to the floor plans that have been made over the years include a fully ADA compliant floor plan that is readily adaptable to include a pressurized elevator that will permit the elevator to serve as a second smoke-free exit from the tower. A functioning Break Room/Work Room has been included with a convenience unit. It does not reduce area devoted to the other required activities. Inspired by the 2006 standard, the structure for the occupied levels has been designed as steel framing with metal siding for the exterior envelope. The unoccupied tower shaft is enclosed with precast insulating sandwich panels that provide structure, thermal insulation and exterior finish with one factory-fabricated unit. The upper tower envelope is enclosed in factory-formed insulated metal siding.

Base Building Plan

Refer to Sheet A111 in the exhibits part of this document. The local staffing needs and local activity needs are reflected in the plans’ variations from the standard. Most obvious of the modifications to the standard plan is the location of the tower inside the footprint of the base building. This modification is the result of locating both the separate tower and base building on the site. The site survey tower coordinates and the restrictive boundary of the lease area which includes the existing site and additional land for the new buildings pointed the way to placing the tower inside the base building footprint.

The base building standard plan was modified to absorb the tower footprint and support space such as the fire suppression system pump room. The positive result of placing the tower inside is evident with the direct access to the tower cable chase from the equipment room, the direct access of the pump room to the pipe chase, the direct access to the service stair from the equipment room, and the elevator lobby access off the corridor intersection in the base building. The number of plumbing fixtures in the standard design exceeds the Plumbing Code minimums for water closets, urinals, lavatories, drinking fountains, and service sinks.

Architectural Design/Compatibility

• The Palm Springs predominant building finish material is stucco walls and red tile roofs. The roofs for commercial and institutional buildings are more typically membrane on flat structure. The finishes for this facility have been coordinated with city and airport officials. (Appendix).

Palm Springs International Airport Terminal

• The design will incorporate sun shading devices for glazed openings, for shading of the POV and GOV parking lots, and for exterior areas such as a patio off the break room.

• Day lighting will be incorporated for the base building corridors.

• Guard rails at the tower walkway and cab roof will have metal panels that mimickthe stretched fabric that is common in the area.

• The tower shaft will be insulated precast concrete panels with a finish that is similar to the stucco of the base building..

• The envelope for the tower occupied levels will be of insulated metal panels.

• The base building envelope will be finished with stucco.

LifeCycle Comparisons

Exterior wall materials were compared for initial construction cost and estimated maintenance cost. Only bearing wall materials were compared because of acoustical advantages of bearing wall materials.

Of bearing wall options, using reinforced concrete was decided over masonry because of the continuity of the structure for seismic are structures. Concrete formed in insulating concrete forms was compared to pre-cast concrete.

• Final decision favors cast-in-place concrete in ICF for the base building and pre-cast concrete insulated sandwich panels for the tower shaft. (Appendix)

Building Envelope Thermal Insulation

• Base building walls will be structural concrete with insulating concrete forms (ICF) that have a calculated thermal resistance value of R22. Considering air infiltration effectiveness and thermal mass the effective thermal resistance has been verified at R32+.

• Base building roof will be insulated to R30+ and have a white membrane to reduce heat gain.

• The tower unoccupied shaft will be insulated to R10 to delay temperature swings of the interior as well as retain heated or cooled air when the air is tempered.

• The tower occupied level walls will be insulated to R14+ with insulated metal panels. The tower roof will be similar to the base building’s roof.

Water and Moisture Proofing

The Geotechnical Engineering Report prepared for this project recommends designed positive drainage of storm water away from the building perimeter. Exterior foundation walls from grade to edge of footings will be waterproofed with membrane waterproofing. There is no reported caution regarding standing ground water.

Plumbing Fixtures

Minimum number of required plumbing fixtures per section 403.2 and 403.3, International Plumbing Code.

Water closet - 1 per 25 for the first 50 and 1 per 50 for the remainder exceeding 50.

Lavatories - 1 per 40 for the first 50 and 1 per 80 for the remainder exceeding 50.

Showers - no requirement.

Drinking fountains - 1 per 100

Facility occupancy is 26

Acoustical Insulation

Because of the location in the midst of aircraft taxiways and tie down lots, noise dampening structures will be desired.

• The base building ICF walls will perform to STC 51-65 depending on the finishes applied.

• The base building roof will be structural composite concrete deck which will dampen noise with its mass as well as with the insulation.

Interior Design

• Office spaces will have a quality carpet tile, with 4” high vinyl wall base. The corridors in the base building will be dye colored ground polished concrete. The floors of the tower cab will have a static dissipative carpet tile.

Some office/sorkroom floors will be resilient flooring.

Walls will generally have a woven polypropylene fabric look wall covering, appropriate for an office environment. Other walls will be typically painted GWB with an eggshell finish. Flooring in stairs will be a rubber tile with a 1” diameter raised disc pattern.

• Ceilings, in general, will be a high quality acoustical tile, such as Armstrong Ultima, 24” x 24” size, with a narrow profile grid, both white in color. The acoustical tile ceilings for the Cab will be black. The corridor with the clerestory will not have a suspended ceiling.

• Entrance vestibules and toilet room floors will be an 18” x 18” stone-look porcelain tile with matching 4” high base. Walls will be a 6” x 6” ceramic tile installed from the top of the porcelain base to the ceiling.

• Break rooms will be comfortable and provide a relaxing, meditative spot for the controllers to retreat to, and cool down.

Color Scheme

A color board was submitted to the user for selection of a desired scheme of system of colors out of a choice of three.

A copy of the board is included in the architectural data in the Appendix.

• The Users selected Option 2.

Furniture and Office Equipment

• Furniture that is shown on the floor plans is shown to provide a sense of scale to the spaces. Room sizes appear to be adequate for equipment and function.

• The consoles in the control cab will be included in the construction contract. The console layout and details will be based on factory-fabricated casework commonly used in FAA towers.

Control Cab Glass and Glazing

• As previously mentioned, the four structural column cab design will be utilized for PSP.

• Vertical glazing joints will be butt glazed; pressure bar systems will retain the glass top and bottom.

• Glass will be ½ inch glass, ½ inch airspace, ½ inch glass. The glass will be laminated glass which will provide safety in the event of a glass shattering accident and will provide noise attenuation.

Control Cab Sun Glare Control

• Transparent tinted shades will be specified.

• Double shades will be provided for extreme conditions.

Room No. Water closet

Lavato ry

Urina l

Showe r

Drinking fountain

52 Women 2 2 - 1 -

54 Men 2 2 2 1 -

812 Women 1 1 - - -

811 Men 1 1 - - -

Total 6 6 2 2 2

Required 2 1 - - 1

STRUCTURAL DESIGN BASIS

General

• The new ATCT and Administrative Base Building will be designed per the following design guides and codes:

o California Building Code, 2007 o ASCE 7-05 Minimum Design Loads for Buildings and Other Structures o UFC 4-010-01 DoD Minimum Antiterrorism

Standards for Buildings

• The design of the tower shall be performed using ETABS software developed by Computers and Structures, Inc., modeled as a three-dimensional model.

Material Codes

• Cast-in-place concrete shall be designed in accordance with the American Concrete Institute (ACI) 318-05 Building Code Requirements for Structural Concrete.

• Precast concrete shall be designed in accordance with the

Portland Cement Institute (PCI) Design Handbook, 5th Edition.

• Structural steel shall be designed in accordance with the American Institute of Steel Construction (AISC) Manual of Steel Construction, 13th Edition.

• Roof deck and composite floor deck shall conform to the Steel Deck Institute (SDI) Design Manual for Composite Decks, Form Decks, Roof Decks, and Cellular Metal Floor Deck with Electrical Distribution.

Standard Loading

• Live Gravity Loads o Cab Roof 30 psf Minimum o Cab Floor 100 psf or 500 pounds concentrated o Console Access Level 100 psf o Mechanical Rooms 150 psf o Electronic Equip. Lvl 150 psf o Shaft Stairs, Landings 100 psf o Elevator Lobbies 100 psf o Base Building Roof 30 psf Minimum o Electronic Equipment 150 psf

• Dead Loads o Actual self weight of building materials used with a

20 psf partition allowance where applicable

• Wind Loads o Applied in compliance with ASCE 7-05 for a 3-second gust speed of 90 mph and exposure “C” o The tower shaft and steel frame shall be designed to limit the lateral drift per story and for the entire building height to 0.002 times the story or building height.(l/500).

• Occupancy Category IV (Essential Facility) o Importance Factor for Seismic Loads = 1.5 o Importance Factor for Seismic Loads = 1.15

• Seismic Loads o Seismic loads for Palm Springs shall be based on a short period Ss of 1.50 and a one-second period S1 of 0.60.

o Site Soil Classification is “D”.

• Special Loading o Antennae. The parapet structure above the cab roof shall accommodate the support of communication antennae, lightning protection, and obstruction lights.

o Cab Glass. The catwalk framing and cab columns shall be designed to support the weight of the cab glass and other loads associated with the maintenance or replacement of the cab glass o Blast. The cab and base building windows and support structure shall withstand the effects of blast pressure prescribed by UFC 4-010-01 for the site standoff distance and charge weight.

• Load Combinations o The building structure and its components shall be designed for the code-prescribed combined effects of dead, live, and lateral loads.

The Tower

• The main tower shaft structure will be built using structural precast load bearing walls on all sides and interior shear walls parallel to the stairs and at the front and back of the elevator shaft. The exterior precast concrete wall panels will be approximately 16” thick, with a 10” interior structural panel, 2” of rigid insulation, and a 4” facing panel. The exterior panels will extend from the Ground Floor to the Intermediate Level (Level 7). The interior shear wall panels will be 8” thick and will extend from Ground Floor to the Console Access Level (Level 9). The precast panels will be joined using splice-sleeve connectors. This will effectively provide a continuous concrete shaft and will emulate a cast-in-place concrete structure, as allowed by ACI 550.1R-01 and as permitted by the IBC 2006.

• As an alternate to the precast exterior and interior wall system, a cast-in-place concrete shaft could be used for the exterior and interior walls. This would involve forming the surfaces of the walls and installing embed plates for the connection of stair and floor framing installed at the stair and elevator landings and mechanical and electrical chases. The exterior of the shaft would need to be insulated and covered with a finish material acceptable to the airport architectural requirements. The support framing for the stairs, elevator landings and chases would be steel with the floors constructed of concrete-filled metal floor deck.

• A third alternate to the precast exterior and interior wall system would be the use of a special steel concentrically braced frame. This would involve changing the overall shape of the tower shaft to a square or rectangular shaft. It is not possible to design a 10-sided steel moment frame to follow the current shape of the shaft, as the required angled moment frame connections have not been tested. The required procedure to develop and test new types of seismically-adequate connections involves retaining the services of a testing lab over the course of a one to two year time period.

The exterior of the steel framed alternate would need to be insulated and finished with a material acceptable to the airport architectural requirements.

• Above level 7, the structure outside of the stair and elevator shear walls will change to a steel framed structure up to, and including, the cab structure. Main support columns for the steel-framed portion will be wide-flange columns located above each corner of the concrete shaft.

• All stair landings, stairs and elevator lobbies within the tower shaft will be made of precast concrete panels supported by the precast stair panels and exterior shaft panels. These panels will be notched to fit around notches in the stair and elevator panels, or will bear on angles welded to embed plates in the exterior shaft panels.

• The cab columns are supported from the steel framing at the

Console Access Level and then make an angled joint under the cab floor. From the angled joint, the cab column will slope out to produce a 15-degree angle from the vertical for the cab window. Above the cab window, another angled joint will occur to bring the column back to a vertical orientation.

The vertical part of the column above the window will extend up to the parapet beam. The parapet beam will be used to tie the columns together, will support the antennas, lightning protection, and obstruction lights, and will provide a raceway for antenna cables.

• Based on a geotechnical engineering report prepared by

Terracon, 16662 Millikan Avenue, Irvine, CA, dated January 22, 2009, the foundation for the tower will consist of a 60-foot square concrete mat founded on 3 feet of compacted soil. The top of the foundation mat will be 5 feet below Ground Level and will be 6 feet thick. Expected soil bearing pressure under the mat foundation will be less than 3,000 psf. The purpose of the large mat foundation is to provide adequate dead weight to prevent overturning of the tower structure due to code-specified seismic and wind loads.

• Analysis of the mat foundation is done using a three-dimensional finite element program (Risa3D) with spring supports at the corners of the elements. The spring support values are based on the plan area of the element and the modulus of subgrade reaction provided by the geotechnical engineer. The support points from the tower ETABS model are also located at the corners of the elements. Distribution of the loads to the elements is taken from the ETABS load combinations. Stresses in the elements are provided in terms of moments and shears. Reinforcing is based on the worst moment and shear values.

• Long term settlement of the mat foundation under the tower is expected to be less than 1 inch, with differential settlements on the order of ½ inch.

• Alternate foundation types consisting of pile supported foundations do not seem to be usable for this project due to the pervasiveness of medium dense to dense sands, gravels and silty sands throughout the soil layers explored by the geotechnical engineer. Augered, cast-in-place piles do not work well with sandy subsoils due to the collapsible nature of the sands. Driven piles may be usable, but are sized based on the end bearing properties of the pile. When utilizing pipe piles in sandy soil conditions, compaction of the surrounding sands is a consequence of the pile driving process. This pile driving process causes the adjacent piles to be driven shallower than expected, thereby causing concerns that the later piles have attained their support capacity. The alternate foundation types will be fully explored for feasibility during the on-going design process.

The Administrative Base Building

• The main structure of the Administrative Base Building will consist of steel columns and beams with exterior ICF load bearing concrete walls. Both the steel framing and concrete walls will support a composite-concrete roof system for the single story structure. The concrete-filled metal deck provides a rigid diaphragm to transfer lateral seismic and wind loads to the concrete shear walls. The concrete-filled metal deck also provides sound-deadening properties.

• As an alternate to the ICF exterior structure, precast panels could be used to construct the base building exterior walls.

The roof within the exterior walls would remain the same as the ICF scheme. The precast panels would be similar to the panels used in the tower in that the walls would consist of a structural interior panel and a finished facing panel separated by rigid insulation. The thicknesses of the panels may or may not be the same as the tower panels.

• A third alternate to the ICF or precast panel exterior would be to use concrete masonry walls. The exterior of the masonry walls would need to be insulated and the exterior of the insulation would need to be covered with a finish material acceptable to the airport architectural requirements. The roof within the exterior walls would remain the same as the ICF scheme.

• The foundation for the Administrative Building will be a shallow footing system bearing on a minimum 3-foot thick compacted fill layer. The compacted fill layer shall extend horizontally 5 feet beyond the outside of the building face.

This will provide for a uniform bearing pressure distribution to the undisturbed soils below the compacted fill layer.

Expected soil bearing pressure under the footings will be less than 2,000 psf. Footings for the concrete walls will be continuous with a minimum width of 18 inches. Footings for the interior steel columns will be isolated square or rectangular footings with a minimum side dimension of 24 inches.

• Pile-supported foundations for the base building are not feasible due to the relatively light loads from the building walls and columns.

Physical Security Requirements

• The structure for the tower and base building is inherently resistant to the effects of blast loads. The ICF walls in the base building have been proven to resist bomb-blast effects for charges placed closer than what is required by DoD recommendations. The ICF walls also provide a robust substrate on which to anchor blast-resistant windows and doors. The mass of the two structures provides buildings that are not affected by the full force of the blast load. Due to the nearly instantaneous nature of a bomb blast, the full effect of the blast pressure wave will dissipate before the structure absorbs even a small portion of the pressure wave

• The cab glass and building windows will be designed for the required wind loads, as well as for a 3-second gust pressure determined from the building setback from the protected perimeter and the UFC-required charge weight.

MECHANICAL DESIGN BASIS

Mechanical work will conform to applicable codes and will be coordinated with work of other trades, existing conditions and government furnished equipment. The mechanical work includes air conditioning, plumbing and fire protection.

Heating, Ventilating & AirConditioning Design Parameters

The building mechanical system infrastructure supporting the new facility will be life safety code-compliant, energy efficient, sustainable for the life of the facility, and economical to construct, operate and maintain.

The following documents form the minimum basis-of-design mechanical (plumbing, HVAC & fire suppression) requirements for the new Facility.

• 2008 Building Energy Efficiency Standards (Title 24) - California Energy Commission

• 2006 International Mechanical Code

• 2007 California Mechanical Code

• American Society of Heating, Refrigerating and Air-

Conditioning Engineers (ASHRAE) Standards (latest editions as applicable)

• National Fire Protection Association (NFPA) Standards (as applicable)

Mechanical design criteria will be in accordance with the following:

Summer Winter

Outdoor 112 °F DB 33 °F DB

71 °F WB

(129 °F DB for Cab)

Office Spaces, Break Rooms, etc.

Summer Winter

Indoor 75°F +/- 3°F dry bulb.75°F +/- 3°F dry bulb.

30%-70%RH 30%-70% RH

Mechanical Equipment Rooms.

Summer Winter

Indoor 55°F -85°F dry bulb.55°F-85°F dry bulb.

0%-95% RH 0%-95% RH

Critical Spaces (Computer Rooms, etc.).

Summer Winter

Indoor 73°F +/- 2°F dry bulb.73°F +/- 2°F dry bulb

35%-60% RH 35%-60% RH

Outdoor ambient for air-cooled equipment selection = 125°F

Calculations

The load calculations were done using Carrier’s Hourly Analysis Program (HAP) version 4.34, which calculates the heating and cooling loads for each hour of the year.

Heating and Cooling Loads

From the initial load calculations, the facility has a total heating load of only 200 MBH, not including internal loads. The total cooling load is less than 60 tons, with approximately 33 tons being considered “critical” load.

Ventilation Air

In order to effectively control moisture migration and perimeter zone heating and cooling loads, the occupied facility areas (as a minimum), will be positively pressurized relative to the exterior.

The outside air intake louvers are all located more than 10-feet (3 meters) above grade to inhibit the introduction of contaminants into the air systems. In addition, the temperature control system will be capable of shutting down the outside air connections upon activation of an emergency air distribution switch.

General Building Exhaust

In-line centrifugal fans will provide general building exhaust in the restrooms, janitor closet, etc of both the base building and tower. A heat recovery unit shall transfer energy from the base building exhaust to ventilation air being brought into the building.

Tower Stair Pressurization System

The tower stair will be fitted with an in-line fan, served by a 100-percent outdoor air intake supply. This fan and its associated control dampers will normally operate automatically via an input signal from the building fire alarm control panel.

Temperature Controls

The temperature control system shall be a direct digital control system (DDC) capable of monitoring and controlling the mechanical equipment and systems. The system use an open protocol such as Bacet and shall be capable of remote communication and interface.

The DDC system shall be configured such that if a boiler, pump, or chiller failure occurs, the back-up unit will automatically activate.

Discussion of Mechanical System Options

Four systems were analyzed as options for the facility’s mechanical system. Those systems were an air-cooled chiller system, a water-cooled chiller system, an air-cooled chiller system with ice storage, and a ground-source heat pump system. In all options, a DDC control system would be used.

The air-cooled chiller system makes use of two 45 ton air-cooled chillers. Only 33 tons of capacity is needed from each chiller to meet the requirements for redundancy of the facility’s critical loads. The chillers capacity is de-rated when operating in a 125 degree ambient environment.

The air-cooled chiller with ice storage option uses the exact same equipment as the straight air-cooled option with the addition of a 5000 gallon ice storage tank, three 30 ton water to water heat exchangers, and a glycol circulating system with pumps. During the low nighttime utility rate periods, the water to water heat pumps reject heat to the air-cooled chillers and generate 20 degree glycol, freezing ice for use during the high summertime utility rate period. During this high rate period, the water to water heat pumps provide the chilled water and reject their heat to the glycol system, which transfers it to the ice.

During this period, the units, units operate with an EER of 24, up to three times the efficiency of the air-cooled chillers.

The water-cooled chiller option makes use of cooling towers for heat rejection. Locating the chillers within the mechanical room requires that the room be larger for this option.

The final option is a ground loop heat pump system. The system uses 96 wells, 400 ft deep, to serve water source heat pumps located throughout the facility.

The life cycle cost analysis looked at the first cost, operating cost, and maintenance cost for these options. For the analysis, the BLCC 5.3-08 program, produced by the National Institute of Standards and Technology was used. A 25 year time period was used, along with the program’s fuel escalation rates for California. The results are as follows;

Alternative Initial Cost

(PV)

Life Cycle Cost

(PV)

Air-Cooled Chiller System $859,501 $2,050,655 *

Water-Cooled Chiller System $897,387 $2,091,555

Air-Cooled Chiller with Ice Storage $1,119,766 $2,521,069

Ground-Loop Heat Pump System $1,974,343 $3,672,847

The air-cooled chiller system is the lowest cost, preferred option. The air-cooled and water cooled chiller options were similar in cost, with the air-cooled chiller option being the lower of the two. The water-cooled option had a slightly higher first cost, driven by the costs of cooling towers, water-treatment system, and the need for a larger mechanical room. Regarding annual electrical consumption, the water-cooled option had the lowest annual cost of approximately $34,918, over $4000 less cost than the air-cooled chiller option. However, this savings was offset by water consumption costs and higher water treatment costs.

The air-cooled chiller with ice storage option had a first cost approximately $250,000 more expensive than the air-cooled chiller system alone. And even with the power consumption reductions provided by using the ice storage system during peak utility rates, electrical costs were still higher than the air-cooled system alone. With the operation of the water-to water heat pumps and glycol circulating pumps, the ice system uses more electricity than the air-cooled system. The savings obtained by the system during peak utility periods was more than offset by the additional nighttime electrical demand brought about by the heat pumps, glycol pumps, and operating the air-cooled chillers at high capacity to reject the ice-making heat.

The most expensive option was the ground-loop heat pump system.

This system had by far the highest first cost, as well as highest annual electrical costs. This was driven by the characteristics of both the facility cooling loads and the environment of Palm Springs. In speaking to numerous well drillers in the area, the estimated cost of drilling and piping a 400 ft well was approximately $9000. And the average ground temperature is 78 degrees.(In places, it’s actually much higher than that because of geothermal heat.) While there are some ground loop heat pump systems in residential applications in the area, they are no known examples of their use in area commercial facilities. This is driven by the fact that commercial facilities req uire year-round cooling. The constant rejection of heat to the warm ground drives up the ground-loop temperature, causing the water temperature to always be 85 degrees to 95 degrees. Even the air-cooled chillers will see temperatures cooler than this during much of the year.

Plumbing Systems

Plumbing Fixtures

Base Building Plumbing Fixtures. Toilets (4 required) within the base building shall be wall mounted vitreous china with elongated bowl, exposed electronic sensor flush valve (dual flush type for water savings) and white open front seat. Mounting height shall be standard and ADA compliant. Urinals (2 required) within the base building shall be wall mounted vitreous china 0.5 gallon per flush wash-down style with exposed electronic sensor flush valve. Lavatories (4 required) within the base building shall be vitreous china countertop with electronic sensor faucet with mixed temperature capabilities.

Shower (2 required) shall be a 36”x36” fiberglass enclosure with temperature/pressure mixing valve, handheld spray head on a 24” slide bar. Mop sink (1 required) shall be floor mounted molded stone 24”x24” basin with wall mounted manual supply faucet with vacuum breaker hose spigot. Break room sink shall be a double compartment stainless steel sink with dual lever handle, swivel gooseneck spout supply faucet and 3-1/2” crumbcup strainers drains. Electric water cooler (1 required) shall be dual height barrier free wall mounted with push bar actuation.

Tower Plumbing Fixtures. Toilets (2 required) within the tower shall be floor mounted ADA tank type vitreous china with elongated bowl and white open front seat. Lavatories (2 required) within the tower shall be wall mounted vitreous china with electronic sensor faucet with mixed temperature capabilities. Janitors sink (1 required) shall be wall/floor mounted enameled cast iron basin with back mounted service faucet with vacuum breaker hose spigot.

The cab shall have a small stainless steel sink with dual lever handle, gooseneck spout supply faucet and chilled drinking water bubbler supplied from a remote cooler located on floor below.

Domestic Water Heating

The base building domestic water heating will require a 100 gallon water heater with a recovery of 50 gallons per hour. The use of a tank type electric water heater is a result from the fact that electric instantaneous water heaters at the flows required will fall short of the temperature required for safe operation without manifolding several units together. In addition, a solar water heating panel will operate in parallel with the electric heating element. The solar panel will circulate a glycol mixture that will be heated by the panel, which will then in-turn heat the domestic water via a heat exchanger. This system will provide an uninterrupted hot water supply regardless of outside conditions.

The tower with will utilize electric “point of use” instantaneous water heaters located close to each fixture.

Plumbing Piping Materials

Sanitary sewer piping below grade will consist of service grade hub and spigot cast iron drainage piping. Sanitary sewer piping above grade shall be either no hub or hub and spigot service grade cast iron.

Sanitary vent piping shall be cast iron or DWV copper piping with corresponding fittings and joints. Storm sewer piping shall be same as sanitary sewer. Domestic water piping shall be copper with wrought copper fittings and soldered or braised joints.

Domestic Water Pressure Requirements

Bob Rose with the Fire Marshal’s office provided the following flow test data information. The facility water pressure flow test results are

110 psig (static pressure) 105 psig @ 1625 gpm (residual pressure)

The test was located 800 feet from the site connected by an 8 inch main.

The tower is 138 feet tall, which translates to 59.89 psi (138x 0.434 ) required to supply water to cab. The most remote plumbing fixture located in the tower requires 35 psig to operate properly. The meter pressure loss is 10 psig. The pressure to overcome the piping distance and fitting loses of developed length of 450 ft and a design pressure loss at 3 psig /100ft loss is 14 psig. The total pressure required for proper operation is 35psig (fixture requirement) + 59.89 psig (elevation loss) + 10 psig (meter loss) + 14 psig (piping pressure loss) = 118.89 psig Therefore a small domestic water booster system will be required for the tower. The base building will operate on street line pressure.

Storm Drainage Calculations

The rain fall index for the Palm Springs area is 1.5 inches per hour for a 100 year storm. The use of 2 inches will be used for calculations purposes. The total square footage of the base building roof including the vertical section of the tower is 12622 sq. ft. The storm and overflow storm piping will exit the base building at two locations through downspout nozzles onto splash blocks at grade. The storm drainage table 1106.3 of the international plumbing code states that 2” of rain for 12622 sq.ft. Roof area requires an 8 inch storm sewer pipe exiting the building.

Fuel Oil System

The fuel oil tank (size to be determined ) shall be aboveground, concrete encased, with a secondary leak-containment lining. A day tank with pumps shall be provided in the mechanical room for fuel oil circulation from the main tank to the electrical generator.

Fire Protection

The fire protection system will consist of a wet-pipe fire sprinkler system within the base building designed by the fire protection contractor. This system shall be design to NFPA 13, all applicable local codes, and shall satisfy the authority having jurisdiction.

This system will utilize quick-response sprinkler heads connected to a fully automatic wet-pipe fire suppression system. The sprinkler system design shall be a performance based design such that the detailed design shall be by the fire protection contractor under the supervision of a Fire Protection Specialist.

Based on communication with the local Fire Marshal, a “dry-pipe” standpipe is acceptable. Connection to a fire-pump is not required.

Fire System Water Pressure Calculations

The facility water pressure flow test results are

110 psig (static pressure) 105 psig @ 1625 gpm (residual pressure)

The test was located 800 feet from the site connected by an 8 inch main.

The tower is 138 feet tall, which translates to 59.89 psi (138x 0.434 ) required to supply water to the cab. The most remote sprinkler head located in the tower requires 115 psig to operate properly. The backflow preventer loss is 15 psig. The pressure to overcome the piping distance and fitting loses of developed length of 450 ft and a design pressure loss of 3 psig /100ft loss is 14 psig. The total required pressure is: 15psig (sprinkler head requirement) + 59.89 psig (elevation loss) + 15 psig (backflow preventer loss) + 14 psig (piping pressure loss) = 103.89 psig required to operate properly. 105 psig is available.

Given these preliminary calculation, a fire pump may not be required as the base building and tower can operate on the water pressure available from the street.

ELECTRICAL DESIGN BASIS

Codes and Standards The following codes and standards, as a minimum, will be used in the development of this project:

NFPA 70 – National Electrical Code NFPA 70E – Standard for Electrical Safety in the Workplace NFPA 72 - National Fire Alarm Code NFPA 780 - Standard for the Installation of Lightning Protection Systems NFPA 101 - Life Safety Code International Building Code FAA ATI - Interim Terminal Facilities Standard Designs A/E Project Manual FAA Order 6480.7D, “Airport Traffic Control Tower facility Design Guidelines” FAA-AC 70/7460-1J, “Obstruction Lighting and Marking” FAA-C-1217-F, “Electrical Work, Interior” FAA-C-1391B, “Installation and Splicing of Underground Cables” FAA-STD-19E - Lightning Protection, Grounding, Bonding and Shielding Requirements for Electronic Equipment FAA Order 6950.27 – Short Circuit Analysis and Protective Device Coordination Study FAA-STD-032 – Design Standards for National Airspace System Physical Facilities FAA-STD-033 – Design Standards for Energy Management in NAS Physical Facilities Other Applicable FAA Design Standards

Normal Power Distribution System

• The primary source of electrical power for this facility will be from Southern California Edison (SCE) 12kV underground power system from the west of the new facility. There is enough power capacity for the new facility per SCE. An estimated 750KVA pad mounted transformer will be provided by Southern California Edison. Per Jeremy Edwards of SCE, the available fault current at the point of service is 42,000A.

• Secondary feeder will be underground. Power distribution for the facility will be 120/208 three phase. Secondary feeders will terminate inside the building in a 2000A main distribution switchgear. Service panelboard will have copper bussing, and be provided with fixed group mounted molded case circuit breakers. Secondary metering cabinet will be provided on the wall outside of electrical room.

• All power distribution equipment, switchboards, panelboards will be manufactured by Square –D and will be furnished by the government.

• The building electrical system will be equipped with integral electronic metering and monitoring equipment at the main distribution switchboard. The monitoring equipment will be capable of remote monitoring via internet.

• Branch distribution will be via panelboards located convenient to loads. Panelboards will be equipped with copper bussing and bolt-on type molded case branch circuit breakers.

Isolation transformers will be provide for Panelboards at the junction level and the CAB. Panelboards that serve electronic loads will be equipped with 200% neutrals. All panelboards will have minimum 25% spare capacity.

• The electrical distribution system will be sized and designed for facility connected load. All designs will be based on calculations performed with SKM PTW32 software. The following calculations and studies will be submitted at the end of design stage: load-flow, voltage drop, short circuit calculations, protective device coordination study, and arc-flash hazard energy calculations.

• Load-flow and voltage drop calculations will be based on actual equipment nameplate data and electronic load data provided by the FAA electronic engineer.

• The short circuit calculations will be based on actual values obtained from the utility company. All large motors will be included in the calculations. All specified panelboards and circuit breaker ratings will exceed the calculated values of 3-phase bolted faults at ½ cycles by 20% minimum. All protective devices will be fully rated.

• The protective coordination study will include all the protective devices in the facility. TCC curves show coordinated devices will b provided. A list of recommended setting for all the adjustable circuit breakers will be provided.

• The arc-flash hazard energy calculations will be based on OSHA and NEC 70E requirements. Arc-flash hazard energy labels will be provided on all electrical equipment.

• Equipment will be provided for photovoltaic panel system power to tie to SCE power grid.

• The actual total connected and demand load calculations and load break downs will be provided at the end of design. The estimated total building load for the facility:

Lighting loads: 35KVA Receptacle loads: 25KVA Electronic Equipment load: 43KVA (to be verified) HVAC loads: 353.2KVA Fire pump Load: 64KVA

Elevator Load: 76KVA Other loads: 36KVA Total loads: 632.2KVA Total estimated demand load: 628.2KVA.

The total demand load is based on NEC load diversity factors.

Per NEC, 100% demand factor apply to lighting loads, 75% load factor to receptacle loads, 100% load factor to electronic equipment loads and other loads. 125% largest motor plus 100% other HVAC loads.